Months after being seen sans camouflage, the all-new Land Rover Defender has made its official debut at the 2019 Frankfurt motor show. The new Defender has been reborn as a mainstream model for the global market, taking heavy design and capability cues from the iconic original model, which was withdrawn from sale in 2016.

Initially, the Defender will be offered in five-door Defender 110 form, while a compact three-door Defender 90 will go on sale shortly after. By far, the potentially most divisive aspect of the new Defender is its styling; most notably the exterior, which has evolved from its utilitarian roots with the goal of delivering more sophisticated albeit rugged appeal. Nods to earlier Defenders include the short front and rear overhangs, the squared-off wheel arches and its notably upright stance. The square panel that sits in the rear glass is a design flourish that buyers can spec on or off. Optional extra packs – from a folding fabric roof that allows second-row passengers in the 110 to stand up, to a roof-mounted tent, a side ladder and side window carriers – add further versatility.

To emphasise the car’s off-road capabilities, Land Rover’s design team sought to leave many of the fixtures and fittings – from the door handles to door bolts on the interior – visible. They also opted for details such as an inset bonnet over a clamshell arrangement, a side-hinged boot and the option of a spare wheel on the back. Headline figures include 291mm of ground clearance, a 38-degree approach angle and 40-degree departure angle, a 900mm maximum wading depth, 900kg maximum payload, 300kg roof load and up to 3,500kg towing capability.

Inside, the vast flat-top dashboard, cast from magnesium alloy, is a structural part of the car and is set low to boost visibility. It is also notable for its structural grab handles that give occupants a constant visual reminder of the car’s go-anywhere ability. The 10.0-inch screen displays Land Rover’s next-generation infotainment system, called Pivi Pro. It is said to be more user-friendly and intuitive – both criticisms of Jaguar Land Rover’s previous tech – and requires up to 50 percent fewer inputs to perform frequent tasks than before. Systems updates can also be made to the car over the air.

Notably, the dash-mounted gearshifter (the Defender is not available with a manual ’box) leaves room for an optional central ‘jump’ seat as found on the earliest Land-Rovers. That means the Defender 110 can be specced as a five-, six- or five-plus-two-seater. Boot space behind the second row is 1,075 litres, rising to 2,390 litres if the second row of seats is folded, figures that eclipse those of the seven-seat Discovery. The Defender 90 will hold up to six people.

The Defender sits on Land Rover’s D7x platform, with ‘x’ standing for 'extreme'. The company says it is the stiffest body structure it has produced. Although it is a reworked version of the firm’s existing modular architecture, it is described as being 95 percent new. The aluminium structure has been designed to accept electrified – but not fully electric – powertrains.

The Defender’s driving proficiency is boosted mechanically by permanent four-wheel drive, the choice of independent air or coil spring suspension, a twin-speed transmission, locking centre differential and active rear locking differential. Aiding off-road driving, the Defender has so-called Configurable Terrain Response, which employs electronic aids at varying intensities according to a range of conditions or which can be left on an automatic setting. There are also three levels of throttle and gearbox sensitivity aimed at boosting driver control. Other tech to aid off-roading includes Land Rover’s ClearSight Ground View, which displays the area under the bonnet and ahead of the front wheels on a central touchscreen, Hill Launch Assist and Enhanced Hill Hold.

The Defender is initially being launched with a choice of four- and six-cylinder diesel and petrol engines; but the firm has committed to sell a plug-in hybrid variant from 2020. Rumours suggest this will be designated the P400e.

The petrol engines are the four-cylinder P300 and six-cylinder P400. The 300hp P300 hits 100kph from a standstill in 8.1sec. The P400 uses mild-hybrid technology to deliver 400hp and does the 0-100kph dash in 6.4sec. The diesel motors are both four-cylinder units and designated D200 and D240. Both deliver 430Nm of torque. The 200hp D200 covers 0-100kph in 10.3sec and the 240hp D240 in 9.1sec.

Land Rover has confirmed the Defender will go on sale in India by late 2020. While the carmaker hasn’t finalised the version or pricing for India, we expect the Defender to be brought to India in five-door 110 form, with the choice of petrol and diesel engines.

Would you consider a Defender over a like-priced luxury SUV? Let us know in the comments section below.

When you think of Jeep, in all probability the first car that comes to mind would be a Wrangler. This can be attributed to the fact that the Wrangler can trace its roots all the way back to the iconic Willys jeep, which many consider as the car that built the Jeep brand. Although the Wrangler is related to the Willys jeep, its lineage more accurately begins with Jeep’s CJ series, which was available for civilians to purchase and was introduced back in 1945. We have traced the Wrangler’s evolution over the years, below.

CJ-2A (1945-1949)

Immediately after the Second World War, Willys recognised the need for a simple, rugged go-anywhere vehicle that farmers and ranchers could use. The resulting CJ-2A was a civilianised version of the military Willys MB and was known as the Universal, because of the multitude of jobs it could fulfil. With a power take-off unit fitted, it could run farm machinery, while a speed governor meant it could creep along at about 6km pulling a plough, yet not overheat.

CJ-3A (1949-1953)

The bread-and-butter of the Jeep range continued with the CJ-3A that developed the civilian theme further. It introduced such luxuries as a one-piece windscreen and twin wipers. It also came with an opening vent just underneath the screen to help with ventilation. For many of its customers, though, the important upgrades were a stronger gearbox, transfer case and rear axle that made the 3A even better off-road. For farmers, there was also a Tractor model that did away with front shock absorbers, lights, windscreen, tailgate and all but the driver’s seat. However, it did have a three-point tail lift to operate machinery.

The CJ-3A was modified and sold as militarised version to the US Army, known as the M38 from 1950 to 1952.

CJ-3B (1953-1968)

In essence, the CJ-3B was an updated version of the CJ-3A and the biggest differentiator between the two models was the bigger ‘F-head’ engine, which made 25 percent more power and 9 percent more torque. This model was produced for a 15-year span. During that duration, Jeep sold around 1.55 lakh units of the CJ-3B.

CJ-5 (1955-1983)

A 28-year production span gives a good idea of just how popular the CJ-5 was, and it remains the Jeep many think of when asked about the brand. A longer wheelbase and overall length came with improvements to ride quality and its ability to deal with off-road work. This chimed with growing leisure use of this type of vehicle in the USA and Jeep answered calls for more power with the Dauntless V6 motor in 1965.

Then in 1973, a pair of V8 engines became available and every off-road fans’ dreams were answered. And if you wondered what happened to the CJ-4 that links the CJ-5 to the earlier CJ-3A, it was a one-off military prototype.

CJ-6 (1955-1981)

The CJ-6 was a longer wheelbase version of the evocative CJ-5. Adding an extra 20-inches of length (about 510mm) between the axles was in direct response to customer demand and Jeep also offered a rear-wheel drive only commercial model with no rear seats.

Changes to the engine line-up mirrored those for the CJ-5, but the 6 was also offered with a 192cu in (3.1-litre) Perkins diesel engine throughout the 1960s to satisfy business users. A relatively low 50,172 CJ-6s were made, which makes them prized by collectors now.

CJ-5 Renegade (1970-1983)

The first Renegade made its appearance in either Wild Plum or Mint Green, both with black stripes running along the side of the bonnet. They also sported eight-inch (20cm) wide wheels for a sportier look and better dirt-busting. The Renegade II followed in 1971 in a similar theme but with different limited edition colours, including the super rare Big Bad Orange.

After that, in 1972, the Renegade became a regular feature of the CJ-5 range complete with 304cu in (5.0-litre) V8 engine, and Trak-Lok limited slip differential.

CJ-7 (1976-1986)

The CJ-7 saw the classic Jeep shape reach full pomp. A marginally longer wheelbase helped provide more cabin space and you could now order a moulded plastic hard-top with metal doors to finally make the Jeep fully weatherproof. Despite the greater comfort and many CJ-7s sporting the Golden Eagle package with large bonnet decal, it could still cover ground off-road, as was proved by a 30-day crossing of the infamous Darien Gap led by Mark Smith.

Wrangler YJ (1987-1996)

The Wrangler YJ marked the beginning of the Wrangler line, which was a replacement for the CJ line. At first glance, it seemed only the headlights had been changed for rectangular units, but under the skin the Wrangler was much more closely linked to the second-generation Cherokee. That meant this new Jeep came with four- and six-cylinder engines, as well as improvements to the 4x4 system such as Command-Trac and Selec-Trak.

Wrangler TJ (1997-2006)

The Wrangler TJ brought back the retro-look and the rounded headlight from the older CJ-7. Though mechanically, around 80 percent of the parts on the TJ had been redesigned when compared to the Wrangler YJ. One of the biggest changes on the Wrangler TJ was the Quadra-coil suspension, which finally replaced the older cars leaf-spring setup. The TJ also got an updated interior, removable doors, a choice of a soft top or removable hardtop and a 4.0-litre straight-six engine from that era’s Cherokee.

Wrangler JK (2007-2018)

The Wrangler JK was launched in 2007 and it came equipped with an all-new frame, refreshed interior and exterior styling, new engine, updated safety equipment and more convenience features. Jeep also introduced a four-door version of the car known as the Wrangler Unlimited. The Unlimited had all the features seen on the Wrangler including removable doors, exposed hinges, fold-down windshield, removable and convertible top options.

Wrangler JK Unlimited (2018-present)

Jeep was riding high in the charts in 2018, and a good deal of this success was down to its core model, the Wrangler. This is where all that brand credibility stems from and it looks like buyers in the USA cannot get enough of it.

In 2017, 1,90,522 of them were sold in its home country alone and the new Rubicon model helped 2018 see 2,40,032 US sales.

In India, we may turn a blind eye towards plug-in hybrids, but internationally, electrified vehicles get their due recognition. The Porsche Cayenne E-Hybrid is one such vehicle, and while this two-tonne-plus SUV may seem like an unlikely green candidate, it does claim a mileage of 31.25kpl on the European driving cycle. In contrast, the regular petrol V6 Cayenne stands at 11.11kpl.

The hybrid can be charged via a wall outlet and, of course, also on the move via the engine. It has an all-electric mode (E-Power) that has a range between 23-44km and a top speed of 135kph. On paper, these are pretty decent numbers for the daily office commute, but how does it fare in the real world? Let’s find out.

In the city, it’s very useable and keeping up with traffic is no problem at all; even overtaking is a hassle-free affair. Overall performance isn’t as quick as with the engine on, but it won’t leave you embarrassed trying to overtake a rickshaw. A neat little touch is an artificially induced resistance point in the throttle beyond which the engine will kick into life. I found the resistance perfect – it’s enough to let you know you’ve reached the limit, but also easy enough to push past. Of course, in regular driving modes, this resistance point isn’t there, so it’s a smooth throttle all the way.

And speaking of drive modes, the Cayenne has plenty. There’s E-Power, where you have pure-electric running; Hybrid Auto, where engine and electric power are balanced for maximum efficiency; and Sport and Sport Plus, which push for performance from both, the engine and the batteries.

There’s also an E-Hold mode that lets you preserve your electric power for use later and an E-Charge mode that will priorities battery charging while you drive. The most interesting mode for me, however, was E-Launch. Of course, there’s launch control, but E-Launch is only under battery power. It’s for those times when you need a quick but real quiet getaway. We tried it a couple of times, and while it refused to cooperate on some occasions, it was fun when it did. Yes, there’s no tyre squealing or pin-you-to-the-seat acceleration, but it’s fast and quiet.

Comfy seats; panoramic sunroof a big draw for chauffeur driven.

What was also a pleasant surprise was the highway performance in E-Power mode. Here, too, there were no issues in overtaking, and it was only with multi-axle trucks that I would push past the resistance point. Like a very light sleeper, the V6 would wake up and quickly propel us ahead; and while it’s quick to respond, there is a noticeable pause while the engine starts and the gears drop. Once it’s on though, in true Porsche fashion, it’s responsive and the gearbox is smooth and quick. Thanks to the battery boost, the hybrid out-sprints the regular V6 by about a second in the dash to 100kph, clocking a time of 5.0sec. Also, thanks to the massive 700Nm of total torque available from the engine and the electric motor, the Cayenne hybrid offers a diesel-like torquey feel.

An area where the hybrid system isn’t great is braking. As with many hybrids today, the combined braking effect from the electric motor and wheel brakes is something that isn’t quite sorted, resulting in an inconsistent pedal feel.

The steering isn’t all that feelsome either, but that’s only when you judge it against the high standards set by Porsche in this department. All Cayennes in India come with standard air suspension, with the ride leaning towards the firmer side, but it doesn’t crash through bumps and ruts. What’s neat is the sharp handling, you’d have to push real hard to feel the extra weight of the hybrid. A lot of this would be down to the optional rear-wheel steering that our car came with, and that’s something you should consider, if you buy one.

Luminescent green calipers signify an electrified Porsche.

We had reviewed the Cayenne Turbo last year and the hybrid stays pretty much the same in the areas of comfort and equipment, which is a good thing. The seats are comfy and there’s sufficient room all round. It also comes with the touchscreen and the touch-surface intensive Porsche Advanced Cockpit dashboard. I’m no fan of this as I would have preferred a few more buttons and switches, and better placement for the few that there are. As for equipment, it has all the goodies like LED Matrix headlamps, four-zone climate control and soft-close doors; though, a lot of them are paid options. However, one feature that is standard, and also exclusive to the hybrid, is AC pre-cooling, thanks to the battery system.

The Cayenne Hybrid comes in at a starting price of Rs 1.58 crore, which is about Rs 40 lakh over the regular V6 model. That’s a fair bit of a hike, but you get a faster accelerating car, better fuel efficiency, along with a very useable all-electric mode; all of the Porsche driving appeal is pretty much intact too. It isn’t as quick as the V8 Turbo but that’ll set you back Rs 1.9 crore. Thus, as it stands, the Cayenne hybrid could very well be the perfect blend and fill that void.

]]>Shapur Kotwal Shapur Kotwal 2020 Audi Q7 facelift video review2461402461401Wed, 14 Aug 2019 16:35:00 +1000413748Shapur Kotwal Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000The second-generation Audi Q7 has always been a deeply capable SUV, but it lacked some of the panache of its venerable predecessor. That's all about to change with the facelifted version which is due to launch in India in early 2020. We went to Ireland to drive it and tell you what you can expect.
The second-generation Audi Q7 has always been a deeply capable SUV, but it lacked some of the panache of its venerable predecessor. That's all about to change with the facelifted version which is due to launch in India in early 2020. We went to Ireland to drive it and tell you what you can expect.
Wed, 14 Aug 2019 16:35:00 +1000https://www.autocarindia.com/car-reviews/2020-audi-q7-facelift-video-review-413748#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Luxury+SUVs+feed413748Review: BMW X5 vs Audi Q7 comparison

Just what is going on with the upper end of the luxury SUV class these days? It’s a bit confusing. Does a full-size SUV need to have seven seats? How close to a Rolls-Royce do you have to get to be considered ‘full luxury’? Does your SUV have enough road presence to part traffic? If you don’t have at least six cylinders, are you even in the game?

The answer is... there is no definite answer. But one thing did become clear in 2015 – the Audi Q7 did the best job of delivering the most of those desirable attributes. Its blocky appearance and signature grille do well to herald its arrival, it has a torquey V6 diesel engine, it has a quality cabin, and, though not the most spacious, it has a third row of seats. And the best part is it isn’t wildly overpriced either.

But as we found out last month, the new BMW X5 has come along and reset our expectations in its
own way. It’s upped the luxury quotient, it hasn’t held back on the tech, it’s still good to drive and through all this, its breadth of abilities is wider than any X5 before it. The price you pay for all this is not insignificant, but crucially, it’s within striking distance of the Q7.

Impact

The Audi Q7 is not a small car, but when you park the new X5 alongside it, it doesn’t look as massive anymore. The Q7 is marginally longer with a slightly longer wheelbase, but in every other dimension the BMW is actually larger! The bling-laden X5, arguably, also has better road presence than the Q7, which – despite its big grille – looks a bit understated in comparison. This, however, will be greatly improved once the recently revealed facelifted version goes on sale in India in 2020. Also not helping here are the 19-inch wheels; the X5’s chromed 20-inchers look a lot bolder.

Q7 cabin well built and logically laid out but a bit too business like.

The Q7’s interior, like its exterior, was borne from an awkward interim chapter in Audi’s design handbook (see also: the A4), between the previous generation of cars and the screen-heavy, futuristic new ones like the upcoming A8 and Q8, and the facelifted Q7 will also fall into line with this template. Oh, it’s very well built with superb materials and impeccable construction, but it makes no attempt to blow your mind. It’s like a boardroom, while the BMW is more like a trendy rooftop lounge bar.

Rich materials and dramatic design give X5 interior a lot of panache.

BMW has spared almost no expense on this high-spec X5 xLine, with thickly bolstered, widely adjustable seats, wrapped in soft, perforated Vernasca leather, huge slabs of open-pore wood and brushed aluminium all over. The party trick is the customisable dual-colour ambient lighting that extends even to the panoramic sunroof! I personally don’t like the cut-glass gear lever, but there’s no doubt it adds an extra layer of class. And for once, the BMW slightly edges the Audi on perceived quality.

Dimensions

BMW X5 xDrive30d xLine

Audi Q7 45 TDI Technology

Length

4922mm

5052mm

Width

2004mm

1968mm

Height

1745mm

1740mm

Wheelbase

2975mm

2994mm

Kerb weight

2185kg

2330kg

Tech tonic

Given its four-year vintage, it’s forgivable that the Q7 lags slightly in the equipment department, but the good news is it has the essentials, and even trumps the X5 in a couple of crucial areas. For one, its MMI infotainment system offers both Android Auto and Apple CarPlay, while the BMW only offers the latter. And though both cars have digital dials, the Q7’s ‘Virtual Cockpit’ system is far brighter, more colourful and more informative than the at-times-unintelligible new BMW digital dials.

8.3in screen has Apple Carplay and Android Auto.

Just about everywhere else, the BMW has the advantage. The new iDrive infotainment system looks entirely different now but is still the best out there, with sharper graphics from the large 12.3-inch touchscreen, and the option of additional control via gestures and the traditional click-wheel. This version of Audi MMI isn’t the latest one that you’ll find overseas and its smaller screen isn’t touch-sensitive, but it’s still a clean and easy-to-use interface, hot on the heels of iDrive. Both cars get high-end audio systems, 360-degree surround cameras, adaptive LED headlamps (the BMW has laser-aided high beams), adaptive air suspension with variable ride height, four-zone climate control and big panoramic sunroofs. One feature, however, that we feel both could have had, but don’t, is ventilated seats.

12.3-inch iDrive touchscreen is superb.

Volume players

Speaking of the seats, the Q7, of course, has the advantage of a third row, and while, overseas, the X5 offers a tiny third row, BMW isn’t offering it in India this time. Just as well, because the X7 is here, and more so when you realise the Q7’s third row isn’t the most usable. If you want anything resembling knee room, you’ll have to slide the middle row forward, and because there is no provision in this car for a spare tyre, if you opt for one, it takes up one seat!

The Q7's second row can be slid and reclined, offering flexibility; it feels a bit firmer though.

So, while a poor third row is better than none at all, let’s just look at these two as five-seaters. The Q7 has the edge on second-row space, with greater knee room and width. It also has more flexibility, with a 40:20:40 split that can be slid and reclined in a variety of ways. The BMW’s seatback does not recline and might be set a bit too upright for some, but as it has fewer moving parts, the seat itself is a bit plusher and comfier than the Audi’s.

X5 second row feels comfier, but not as spacious; fixed backrest is a bit too upright.

As five-seaters, the Audi has the boot space advantage, with 770 litres to the BMW’s 650, although that too is quite vast. The X5, of course, has the advantage of a space-saver spare tyre that doesn’t intrude into the passenger or luggage area. With the third row in place, the Q7 serves up 295 litres; good enough for a few soft bags.

Command & conquer

Both cars do well to offer torquey six-cylinder diesel engines, which, despite the market moving slowly over to petrol, remain the best choice for a big SUV. It helps, in a luxury vehicle, if the engine is refined, and the Audi’s 3.0-litre V6 does slightly better than the BMW’s, being a bit more hushed at all running speeds. You can also hear more of the road in the BMW, likely due to its massive tyres. The Q7’s 249hp motor also feels a bit smoother in its power delivery than the X5’s racier 3.0 straight-six; but it’s worth noting, the X5 is miles better than its predecessor in this respect.

265hp, 3.0 diesel an absolute rocket

But ‘racier’ is what pretty much defines the X5. Though the two offer similar performance, with the Audi being just 0.4sec slower to 100kph (see chart), the BMW – even in Comfort, but more so in Sport – feels just so much more eager. It’s freer revving and really encourages you to wring it out when you have the space to move a car so big, so fast. Only a small percentage of owners will drive these cars, only a small percentage of the time, but for them, it would have to be the X5.

They’ve blunted the handling somewhat compared to the previous car, with a softer steering and air suspension all around, but in Sport mode, it’s still got that incredible poise BMW is famous for. The Q7, in comparison, feels far too large and wallowy, but that’s okay; sharp handling simply isn’t a part of its repertoire.

Comfort, however, is, and while it does deliver a really cushy ride at low speeds, once you go faster or crest a few bumps, you and your passengers will be moved around far too much. The X5, despite having gotten much softer than before, still maintains a good composure over bumps without giving away too much on comfort, and overall feels like the better compromise. If there is one downside in the Bimmer’s ride, though, it’s again the immense tyres, which do jiggle you a bit over smaller road irregularities.

Engine and Performance

BMW X5 xDrive30d xLine

Audi Q7 45 TDI Technology

Engine

6 cyl, 2993cc, turbo-diesel

V6, 2967cc, turbo-diesel

Power

265hp at 4000rpm

249hp at 2900-4500rpm

Torque

620Nm at 1500-2500rpm

600Nm at 1500-3000rpm

Gearbox

8-speed automatic

8-speed automatic

0-20kph

0.73s

0.78s

0-40kph

1.61s

1.73s

0-60kph

2.87s

3.07s

0-80kph

4.44s

4.79s

0-100kph

6.55s

6.95s

0-120kph

9.26s

9.67s

20-80kph (in kickdown)

3.97s

4.68s

40-100kph (in kickdown)

4.84s

5.48s

Vote of tanks

With the new BMW X7 having gotten so big and luxurious, the X5 has been given a chance to grow and find its own space. After years of having to play in two segments, it has now finally found a comfortable zone for itself. In fact, it’s the Q7 that now feels like it’s neither here nor there. Will we see a Q9?

But remember, the Audi has all this while been the reigning king of whatever you want to call the segment it falls in. It’s seen off the Volvo XC90 and even the current Mercedes GLS. It was, and still is, a hugely accomplished (and practical) big luxury SUV, and might still be the better choice for a big family. It’s merely time that’s taken the shine off it.

And with an opponent like the X5, that’s especially apparent. It has upped its luxury game and how! It counters the Q7’s slight practicality advantage with greater tech, comfort, driving pleasure and luxury. Overall, however, it’s the presentation – the wow factor – that wins it for the BMW. It doesn’t hold back on the bling, making a strong statement, inside and out, and that’s a big deal to luxury car buyers. It really makes you question if you need that extra row of seats. The luxury SUV game is changing, and the BMW X5 is currently the best poised to lead it.

McLaren is developing a two-seat open cockpit speedster that will focus on providing exhilarating on-road driving, our sister publication Autocar UK exclusively reports. The model will be the sixth in McLaren’s Ultimate Series.

According to a source in the know, the new limited-run machine will sit alongside the track-focused Senna and the Speedtail hyper-GT at the top of McLaren’s range. While the Senna has been designed as the ultimate road-legal track car and the Speedtail developed around high-speed aerodynamic efficiency, the new speedster has reportedly been conceived for road-driving pleasure. It will apparently highlight the more emotional, fun side to McLaren – albeit while retaining the high-performance, high-tech traits that the company is known for.

The yet-to-be-named hypercar will be the first pure open road car McLaren has made, with styling that will reportedly evoke open-top sports prototype racers. It is expected to rival the likes of Ferrari’s recently revealed Monza SP1 and SP2 speedster models.

McLaren’s speedster is claimed to offer a more ‘fluid’ interpretation of the brand’s design language than other models, with prominent use of flowing, elegant lines. Our source has been told the interior design will closely match that of the exterior and is set to feature low-profile dihedral ‘butterfly’ doors.

The flowing styling will contrast with the aerodynamically-focused Senna and reflects the fact that the new car is being developed primarily for use on the road, with the intention to maximise the ‘pure pleasure of driving’. It is being honed to deliver extremely agile handling while giving high levels of driver response. Our source has been told that it will offer astonishing levels of feedback.

That driving experience, combined with the open cockpit, is understood to offer a greater connection between the driver and the environment around them.

Power is tipped to come from McLaren’s 4.0-litre V8 twin-turbocharged petrol engine and, unlike the 1050hp Speedtail, won’t include any electrification or other hybrid technology. The output for the car is not yet known, although the focus on road driving pleasure suggests it will be slightly reduced from the Senna’s 800hp. However, considering it is part of McLaren’s Ultimate Series line-up, outputs are still expected to be more than the other models in the company’s range.

As is usual with McLaren, the power will be sent to the rear wheels only, likely through a dual-clutch automatic gearbox.

The new speedster is tipped to weigh less than the 1198kg Senna, making it one of the lightest road cars McLaren has ever built. This is achieved by both the lack of a roof and, as is customary for McLaren, extensive use of carbonfibre.

The open-top machine will be a strictly limited-run model – fewer than the 500 examples are expected to be produced. A price tag of similar to the cost of the Monza SP1 and SP2 is likely.

A reveal or launch date for the new model has not been determined yet, although it is likely to be produced after the 106 examples of the Speedtail. Production of that machine is due to begin in late 2019, after the final examples of the Senna GTR, which would suggest cars will start to be built in late 2020 or early 2021.

McLaren models have traditionally been split into three series: Sport, Super and the range-topping Ultimate cars, although the upcoming new grand tourer will launch a fourth. The Ultimate Series has its roots in the firm’s seminal road car, the F1, and was launched with the P1 plug-in hybrid supercar in 2013.

When asked to confirm the project, a McLaren spokesperson declined to discuss the new car, saying: “Our usual position in respect of speculation about possible future models is not to comment and that’s the case here.”

]]>Staff Writer Staff Writer New McLaren open cockpit speedster in the works2461402461401Staff Writer New McLaren open cockpit speedster in the works2461402461401Wed, 24 Jul 2019 12:41:00 +1000413527Staff Writer Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000The limited-run hypercar will sit alongside the Senna and Speedtail in McLaren&#8217;s Ultimate Series of cars; to focus on driving pleasure.The limited-run hypercar will sit alongside the Senna and Speedtail in McLaren&#8217;s Ultimate Series of cars; to focus on driving pleasure.Wed, 24 Jul 2019 12:41:00 +1000https://www.autocarindia.com/car-news/new-mclaren-open-cockpit-speedster-in-the-works-413527#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Luxury+SUVs+feed413527PhotoGallery: 2019 Audi SQ7 facelift image galleryStaff Writer Staff Writer 2019 Audi SQ7 facelift image gallery2461402461401Wed, 24 Jul 2019 11:05:00 +1000413565Staff Writer Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000Audi has just taken the wraps off the new SQ7 facelift, which uses the same 435hp V8 diesel engine as the SQ8 and features a sportier design inside and out.Audi has just taken the wraps off the new SQ7 facelift, which uses the same 435hp V8 diesel engine as the SQ8 and features a sportier design inside and out.Wed, 24 Jul 2019 11:05:00 +1000"2019" "audi" "sq7" "facelift" "image" "gallery"https://www.autocarindia.com/auto-images/2019-audi-sq7-facelift-image-gallery-413565#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Luxury+SUVs+feed413565Review: Porsche Macan facelift review, test drive

Meet the facelifted Porsche Macan. As before, it will be available in India with a 245hp, four-cylinder engine, with the yet-unreleased updated Turbo to join the line-up at a later date. However, new to the India line-up is the Macan S, that’s an interesting mid-point between the aforementioned versions in terms of power and performance.

Turbo V6 petrol engine gives serious go.

The latest Macan S is powered by the 3.0-litre V6 petrol found under the hood of the standard Cayenne. The engine makes 354hp and 480Nm of torque, with a single twin-scroll turbo doing the heavy lifting behind the scenes. Porsche says the engine will propel the Macan to 100kph in just 5.1sec. And the seat-of-the-pants feeling is that the Macan S is every bit as fast as it’s claimed to be. It launches hard and the lightning-quick 7-speed dual-clutch transmission ensures that there’s no break in power. The engine revs freely to well past 6,000rpm, and you can literally dial things up a notch or two by using the steering-mounted mode selector to Sport and Sport+ to sharpen responses even further. Expectedly, there’s readier access to power compared to the standard Macan and you don’t have to work this V6 engine as much to get to the good stuff. The fruity exhaust note just adds to the experience. Petrolheads, I don’t think you’d need to wait for the Turbo; the S does the job, and then some.

Porsche hasn’t made any radical changes under the skin. Not like the Macan was lacking dynamism, to begin with. It changes direction with a slickness you wouldn’t associate with an SUV and the light and precise steering wouldn’t seem out of place in a sportscar.Best-handling SUV? The Macan just might be it. For all its sportiness, there’s no compromise on comfort. The air suspension has enough ‘give’ at its softest and it helps that there’s plenty of rubber around the 19-inch rims.

Old versus new

Looking for visual changes to the Macan is a game of spot the differences. The basic low-slung, wide-hipped shape carries on unchanged, and, frankly, the biggest giveaway that this is the new version is at its rear. There’s a new light strip between the tail-lights, and the detail also serves to link the Macan to the newest models from Porsche. It’s a small change but it does work to take some years off the Macan. Up front, the four-dot DRLs are a telltale sign that this is indeed the latest Macan. The familiar headlights have actually been updated to full-LED units across the board. Playing Sherlock also has me note that the auxiliary lights now sit lower down on the ‘tiger claw’ vents. Even by facelift standards, this is as subtle as it can get.

There’s a bit more to talk about the updated Macan’s cabin. The dashboard has been redone to accommodate Porsche’s latest 10.9-inch touchscreen in place of the smaller 7.2-inch system. And it must be said, the large high-res display has made a big difference to the overall look of things. It’s also nice to use and works rather well as your go-to control for most settings. Porsche, however, hasn’t gone the whole hog to replace the Macan’s button-heavy centre stack with touch-sensitive panels, as seen on the latest models. Just as well, because the touch panels aren’t the most intuitive to use on the go.

New 10.9-inch touchscreen is the focal point on Macan’s revised dashboard. The driving position is properly sporty.

In other areas, it’s the same as before. The driving position is more hot hatch on stilts than commanding SUV, and the snug front seats are a constant reminder that you’re in, well, a Porsche. The rear seat is well-shaped but space is down on most SUVs of this size. Then again, if it’s rear-seat experience that you are most concerned about, you are looking at the wrong SUV; although the panoramic sunroof does help enhance the feeling of space on the inside.

It’s not an SUV for the chauffeur-driven.

The catch

There had to be a catch, of course. The Macan S costs Rs 85.03 lakh (ex-showroom, pan-India). It’s a sweet price, when judged against the outgoing four-cylinder Macan’s Rs 80 lakh price tag (the new one is significantly cheaper at Rs 69.98 lakh), but most Indian buyers with deep enough pockets will still overlook the Porsche for a like-priced larger SUV. Sadly, that’s been the Macan’s perennial problem in India – it just doesn’t score well on the all-important price-to-size ratio.

If only buyers thought of the Macan S as a sportscar with all the practicality of an SUV, they’d see it in the right light.

The Indian subsidiary of German luxury carmaker Audi announced that Balbir Singh Dhillon, its head of dealer development, will replace Rahil Ansari as the head of Audi India from September 2019. Ansari will move to Audi's headquarters in Germany, and assume the role of Senior Director, Central Sales Controlling (Global).

With over 23 years of experience in the automotive field and around 12 years with the Volkswagen Group, Dhillion will be responsible for reviving the luxury carmaker’s sales in India. The past two years have been challenging for Audi India. In 2018, sales fell 18 percent YoY to 6,463 units (2017: 7,876 units) – the second consecutive year in which the brand struggled to find traction after 2017, when it posted a two percent growth after being hit by the GST cess hike.

The carmaker has attributed the drop in sales to the closure of its largest dealership, located in Delhi NCR, where it typically records maximum deliveries. Also, Audi India had fewer launches in 2018 as compared to its peers. It introduced the Q5 petrol and diesel, the RS5 Coupé and two special-edition models each, for the Q3 and Q7; but that is set to improve as Audi is now gearing up to launch the A6 and A8 sedans, the Q8and all-electric e-tronSUVs in the next few months.

“Balbir has been part of the Audi team in India and Middle-East and we are confident that he will take the brand forward in India even as market tries to buck external factors and grow,” said Michael Frisch, Vice President Region Overseas AUDI AG, in a statement.

Dhillon has previously worked with Audi India between 2007 and 2012 as Head of Sales Field Force and has had stints at Audi Middle-east, Porsche India and Honda India in his previous roles. He rejoined the carmaker in July 2018 and is responsible for Network Profitability and Business Planning in his current role.